1885. 


ILLUSTRATED  PAMPHLET 


OF 


COLUMBUS,  OHIO. 


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OFFICERS  FOR  1885. 


HYLAS  SABINE,  President.  S.  G.  HUTCHINSON,  Secretary. 

GEN.  PHINEAS  PEASE,  J.  K.  BROWN,  Treasurer. 

Vice  President,  and  Gen’l  Manager. 


DIRECTORS. 


E.  W.  MATHEWS, 
PHINEAS  PEASE, 
MICHAEL  HATTEN, 
GEN.  A.  J. 


HYLAS  SABINE, 
ALEX.  K.  RARIG, 
B.  R.  ABBOTT, 
WARNER. 


Press  of  N'itschke  Bros.,  Columbus,  0. 


CAST  IRON  BRIDGE  PILES. 


nnHis  improvement  consists  of  a cast  iron  pile,  and  is 


composed  of  three  parts;  viz.,  the  pile  proper,  the  iron 


cap  which  goes  over  the  upper  portion,  and  the  iron  plate 
that  bears  upon  the  earth  as  a support  to  the  pile. 

The  pile  has  a socket  at  the  top,  and  a solid  point  at 
the  lower  end.  The  cap  of  the  pile  has  a plate,  on  which 
the  beam  of  the  bridge  rests,  and  to  which  it  is  fastened  by 
bolts.  The  piles  are  readily  driven,  easily  secured  in  position 
and  braced. 

The  several  features  and  the  use  of  the  pile  are  shown 
in  the  cuts. 

The  serviceable,  and  therefore  the  desirable  elements  of  a 
bridge,  are  those  of  strength  and  durability.  Large  iron  bridges, 
with  their  stone  abutments,  are  costly  and  entail  heavy  taxation. 
On  the  other  hand,  the  cheap  wooden  bridges  as  ordinarily  built, 
with  wooden  pile  supports,  are  found  to  be  inadequate  and 
troublesome,  being  subject  to  frequent  repairs,  proppings,  “wash- 
outs,” and  of  short  duration.  Yet,  cheap  as  these  latter 
structures  may  seem,  they  are  more  expensive  than  is  generally 
supposed. 

This  early  decay,  together  with  the  known  liability  to 
“wash-outs,”  and  the  additional  expense  incurred  for  repairs, 
make  the  bridge  an  expensive  item  in  the  tax  lists  and  a source 
of  annoyance  besides. 

The  public  need  is  met  in  a properly  constructed  bridge, 
furnished  with  the  Gray-Abbott  pile  for  a substructure.  There  is 
economy  and  service  in  the  construction  of  such  a bridge. 

The  speedy  decay  of  the  wooden  pile  bridge  is  a serious  and 
insuperable  objection.  As  a consequence  of  this  decay  and 
impairment,  an  unsafe  condition  of  the  bridge  ensues  for  at  least 
a portion  of  the  time.  The  trading  and  travelling  public  are 


2 


THE  IRON  SUBSTRUCTURE  CO., 


thus'exposed  to  danger  — the  risk  of  property  and  of  life  itself. 

It  will  be'observed  that  while  the  wooden  pile  is  a splendid 
conductor  of  dampness,  that  produces  premature  decay,  iron 
piling,  on  the]“contrary,  is  a splendid  non-conductor.  The 
practical  effect  of  using  iron  piles  is  to  prolong  the  life  of  the 
bridge. 

The  sound  portion  of  the  superstructure  of  a wooden  bridge 
standing  upon  wooden  Spiles,  in  toppling  condition,  cannot  be 
utilized  to  any  profitable  extent  in  rebuilding  the  bridge. 

This  isknown  to  all  contractors. 

Placing  any  considerable  number  of  piles  in  the  way  of  the 
current  serves  to  catch  the  debris,  and  choke  up  the  stream, 
producing  overflow,  back-water,  and  wash-outs. 


HOWE  TRUSS. 

The  best  of  oak  piling  is  quite  deficient  in  the  requisite 
qualities  of  a substructure.  Neither  in  crushing  strength  nor 
deflecting  power  is  it  all  comparable  with  good  iron  casting. 

The  crushing  strength  of  cast  iron  as  compared  with 
American  white  oak  is  about  sixteen  times.  The  iron  will 
sustain  a weight  of  some  100,000  pounds  per  square  inch 
of  section,  and  white  oak  about  6,000  pounds. 

As  to  the  ability  of  the  cast  iron  pile  to  resist  side  or 
horizontal  pressure  from  “ floats  ” of  various  sorts,  or  from  drift 
ice,  the  reader  is  referred  to  the  deductions  from  the  experiments 
of  the  United  States  Ordnance  Department  — Barlow,  Rennie, 
Stephenson,  Pasley,  Hatfield,  and  Haswell.  They  found  the 
value  of  cast  iron  to  be  about  four  times  that  of  American  white 


COLUMBUS,  O. 


o 

D 


oak  for  this  purpose.  Where  there  is  great  danger  of  drift  ice,  it 
may  he  guarded  against  by  the  employment  of  ice  guards. 

As  a consequence  of  the  superior  strength  and  durability 
of  the  cast  iron  piling,  long  spans  can  be  employed  safely,  which 
cannot  be  done  with  the  treacherous  wooden  piles,  thus  avoiding 
the  dangers  and  difficulties  of  drift  and  ice. 

With  respect  to  the  durability  of  a cast  iron  pile,  the  opinion 
of  Mr.  Ira  Merchant,  City  Engineer,  is  here  given  : 

Office  of  City  Engineer,  ) 
Bloomington,  III.,  December  28,  1882.  ) 

To  whom  it  may  concern : 

The  question  having  arisen  as  to  the  durability  of  cast  iron 
when  buried  in  the  ground  or  submerged  in  water : After  twenty 
years’  experience  I am  satisfied  that  it  is  practically  inde- 
structible. At  the  point  of  contact  with  the  surface,  I am  of  the 
opinion  that  a good  coating  of  mineral  paint  would  prevent 
the  accumulation  of  rust,  and  the  portion  subject  to  atmospheric 
changes  may  be  preserved  for  an  indefinite  time  by  the 
application  ot  such  paint.  IRA  MERCHANT, 

Civil  Engineer. 

Cast  iron  has  been  used  in  submerged  situations,  such  as 
sewers,  gas  and  water  mains,  for  long  periods  of  time  without 
evincing  damaging  effects.  The  following  explains  itself: 

Marysville,  Union  Co.,  O.,  October  23,  1883. 

This  is  to  certify  that  I have  examined  the  plans  and 
specifications  of  an  improved  iron  pile,  patented  by  Gray  & 
Abbott,  and  I believe  they  are  eventually  destined  to  come  into 
general  use  for  substructures  for  highway  bridges.  I can  see  no 
reason  why  they  are  not  more  durable  than  stone  masonry,  and 
are  as  certainly  a great  saving  in  the  cost  of  substructures. 

Respectfully, 

FRED.  J.  SAGER, 
Civil  Engineer  and  Surveyor  of  Union  Co. 


4 


THE  IRON  SUBSTRUCTURE  CO., 


This  improvement  concerns  chiefly  the  economy  and  dura- 
bility of  substructures  or  foundational  part  of  bridges,  etc.,  and 
the  Gray-Abbott  pile  is  equally  adapted  to  an  iron  or  wooden 
bridge.  The  piles  in  most  instances  are  preferable  to  stone. 
Stone  is  mostly  employed  where  it  abounds,  and  where  there 
exists  a rock  line  of  shore  or  river  bed.  Otherwise,  on  account 
of  transportation  and  needful  excavations  in  soft  or  sandy 
ground,  stone  is  reckoned  too  dear. 

In  this  connection  we  introduce  a letter  from  Col.  R.  B. 
Mason,  who  was  chief  engineer  of  the  Illinois  Central  Railroad 
during  its  construction  : 

Office  Chicago  South  Branch  Dock  Company,  ) 
Room  2,  40  Dearborn  St.,  Chicago,  February  25,  1’884.  ^ 

B.  R.  Abbott,  Agent  Iron  Pile  and  Bridge  Co.: 

Dear  Sir  — I am  in  receipt  of  your  favor  of  the  23d  and 
your  circular  relative  to  cast  iron  piles.  Your  plan  of  bridges 
strikes  me  very  favorably,  and  I think  it  a great  improvement,  in 
point  of  durability,  over  wooden  piles,  and  in  point  of  safety  and 
economy,  over  stone  piers  and  abutments.  Stone  piers  and 
abutments,  unless  on  pile  foundations,  are  very  liable  to  be 
undermined,  and  whether  with  or  without  piles,  the  foundations 
are  very  often  a very  large  portion  of  the  expense,  which  it 
is  very  difficult  to  determine  before  building.  I think  the  time 
has  come,  and  that  it  is  true  economy,  to  make  our  improvements 
more  permanent  than  we  have  in  the  past,  and  it  seems  to  me 
that  you  have  struck  a happy  medium  in  point  of  expense, 
durability,  and  economy,  that  will  tend  to  that  result. 

Very  respectfully,  R R MASON, 

President. 

As  to  abutments,  while  they  are  a very  common  part,  yet 
they  are  not  a necessary  part  of  a bridge.  Since  the  introduction 
of  iron  supports  the  approaches  are  made  with  aprons.  This 
method  is  recommended  by  some  of  the  best  bridge  builders.  At 
the  present  time  the  railway  companies  are  adopting  this  plan  in 
small  pile  bridges. 

The  convenient  manner  of  erecting  the  Gray-Abbott  pile, 
together  with  a brief  description  of  the  pile,  is  contained  in  the 


COLUMBUS,  O. 


following  extract  from  the  specifications  of  the  patent,  leaving 
out  the  numbers  and  letters,  which  are  solely  for  reference  to  the 
patent  drawings. 


DESCRIPTION  OF  THE  PILE. 

“ Our  improved  pile  is  composed  of  a central  hollow 
cylinder,  with  its  lower  end  solid  and  pointed.  The  cylinder  is 
provided  with  four  flanges,  beveled  or  sharpened  at  their  lower 
ends,  and  which  preferably  are  extended  down  to  the  solid  point. 
The  upp?r  portion  of  the  hollow  cylinder  has  an  enlarged  socket, 
over  . which  loosely  fits  the  hollow  cylinder  or  cap  of  our 
improved  pile.  The  upper  portion  of  the  cap  is  composed  of  an 
elongated  flat  plate,  provided  with  side  flanges  for  the  reception 
of  the  superstructure  or  beams  of  the  bridge,  the  said  cap  having 
wide  ribs  or  flanges.  The  broad  plate  (iron)  is  preferably  formed 
in  two  parts  with  flanges,  having  bolt  holes  by  which  it  may  be 
secured  or  clamped  to  the  pile. 

“ When  the  plate  is  made  in  one  piece,  it  has  an  opening 
adapted  to  the  passage  of  the  pile  through  it  — is,  in  fact,  slipped 
over  the  pointed  end  of  the  pile  and  secured  in  proper  position. 

“The  objects  of  the  flanges  of  the  plate  are  two-fold  : first,  to 
strengthen  them,  and,  secondly  and  more  particularly,  to  provide 
convenient  means  for  the  braces  or  other  desired  fixtures. 

“The  manner  of  erecting  the  pile  is  as  follows:  A solid 
cylindrical  piece  of  wood  is  fitted  into  the  socket  of  the  pile 
similarly  to  the  handle  of  an  ordinary  chisel.  This  piece 
of  wood  or  handle  receives  the  blows  of  the  hammer  and  protects 
the  pile  from  injury  precisely  as  the  handle  protects  the  chisel. 
After  the  pile  is  driven,  the  piece  of  wood  or  handle  can  be  taken 
out  and  used  to  drive  other  piles.  Now,  as  before  stated,  a 
pile  can  be  only  so  driven  as  to  approximate  the  desired  height. 
In  order  to  obviate  this  difficulty,  we  place  a cylindrical  block, 
sawed  the  proper  length,  and  of  a diameter  to  nearly  fill  the 
cylinder  of  the  cap.  The  lower  end  of  the  cylindrical  block 
of  wood  is  made  somewhat  smaller,  in  order  to  rest  within 
the  socket  in  the  pile.  This  block  also  forms  a rest  for  the  part 
or  cap,  and  its  length  regulates  the  distance  the  cap  can  pass 
down  or  telescope  over  the  pile,  and  consequently  regulate 


6 


THE  IRON  SUBSTRUCTURE  CO. 


its  height.  The  upper  end  of  the  cavity  within  the  pile  is 
plugged  so  as  to  prevent  the  ingress  of  water,  or  the  cavity  may 
be  filled  with  concrete.  In  order  to  prevent  the  pile  from  settling 
into  the  earth  under  the  weight  of  the  superstructure,  we 
preferably  excavate  the  earth  from  around  the  pile  after  it 
•has  been  driven  for  a greater  or  less  distance,  and  then  clamp  or 
key  the  broad  plate  firmly  to  the  pile,  said  plate  resting  upon  the 
earth,  and  thereby  forming  a support  for  the  pile.  If  the  plate 
is  made  in  one  piece,  the  pile  is  driven  through  the  suitable 
opening  in  the  plate,  and  secured  in  position  substantially 
as  before  described.” 

Cast  iron  supports  for  bridges  have  been  used  for  many 
years,  with  most  excellent  results  wherever  they  have  been 
properly  planted.  The  difficulty  and  expense  of  placing  them  in 
position  alone  has  prevented  their  general  introduction.  The 
Gray-Abbott  pile  obviates  these  difficulties. 

The  piling  was  placed  under  an  iron  bridge  in  Arrowsmith 
Township,  the  work  being  done  in  the  latter  part  of  November, 
1881,  hv  Mr.  Savidge,  a copy  of  whose  certificate  is  found  below : 

Bloomixgton,  III.,  December  28,  1882. 

To  whom  it  may  concern : 

This  will  certify  that  I commenced  the  business  of  bridge 
building  fifteen  years  ago,  and  have  followed  it  constantly  since. 
My  experience  has  principally  been  in  pile  bridges.  Last  fall  I 
placed  Gray’s  iron  piles  under  a bridge  in  Arrowsmith  Township, 
McLean  County.  I had  no  difficulty  in  driving  them.  The 
hammer  of  my  pile-driver  weighs  eleven  hundred  (1,100) 
pounds.  I let  it  fall  from  a height  of  fourteen  feet  upon  them. 
My  opinion  is  that  they  are  much  more  safe  and  economical 
than  wooden  piles.  I recommend  their  use  in  the  construction 
of  bridges,  believing  it  to  be  for  the  interest  of  the  tax  payer  and 
the  safety  of  the  travelling  public.  My  experience  is  that  cast 
iron,  when  used  as  a bridge  support,  is  not  subject  to  decay. 

JAMES  N.  SAVIDGE. 

Since  the  date  of  his  certificate  Mr.  Savidge  has  driven  the 
piling  under  several  bridges,  and  he  speaks  of  the  piling  in  terms 
more  highly  commendatory  than  ever. 


COLUMBUS,  O. 


7 


The  Arrowsmith  Commissioners  send  the  following  certifi- 
cate : 

Arrowsmith,  III.,  September  2,  1S82. 

To  whom  it  may  concern  : 

We,  the  undersigned,  Commissioners  of  Highways,  heartily 
commend  the  Gray-Abbott  piling.  Having  used  them  on  one 
of  our  bridges,  we  find  them  firm  and  substantial. 

Respectfully, 

0.  P.  PAULDING, 
WILLIAM  SPENCER. 


IRON  BRIDGE. 


The  attention  of  township  supervisors  is  particularly  called 
to  this  improvement,  as  the  adoption  of  the  pile  by  highway 
authorities  will  relieve  county  boards  of  much  embarrassment, 
seeing  that  but  few  towns  would  be  obliged,  if  using  this 
substructure,  to  ask  for  aid  in  building  first  class  bridges.  With 
this  substructure  you  may  have  a good  bridge  without  exceeding 
your  tax  limit,  and  encouraging  extravagance  on  the  part 
of  some  towns  at  the  expense  of  others. 

The  subjoined  paper  will  explain  itself,  and  is  submitted 
with  the  single  remark  that  the  supervisors  who  visited  “The 
New  Bridge”  were  unanimous  in  the  endorsement  of  its  merits: 

We,  the  undersigned,  members  of  the  Board  of  Supervisors 
of  McLean  County,  111.,  upon  invitation  having  visited  in  a body 
the  West  Washington  Street  Bridge,  two  hundred  feet  in  length, 


8 


THE  IRON  SUBSTRUCTURE  CO. 


over  Sugar  Creek,  in  said  county,  and  built  upon  iron^pile  of  the 
Gray  & Abbott  patent,  have  no  hesitancy  in  saying  that  this  pile, 
in  the  matter  of  economy  and  service,  meets  a long  felt  want  and 
necessity  in  the  use  of  something  better  than  the  wooden  pile 
heretofore  in  use.  The  iron  piles,  in  our  opinion,  make  a durable 
and  most  desirable  substructure  for  bridges. 


Samuel  B.  Kinsey, 
V.  E.  Howell, 

Owen  C.  Rutledge, 
T.  B.  Kilgore, 
Oliver  Beebe, 
Joseph  Baker, 


Peter  Whitmer, 
H.  L.  Trepening, 
S.  A.  Stoops, 

J.  L.  Douglas, 
Henry  Conger, 
James  Gillan, 


A.  D.  Kirkpatrick, 
J.  Whitcomb, 

Jas.  Thompson, 

D.  J.  Otto, 

Josiah  Biggs, 
George  V.  Frink. 


Marysville,  Union  Co.,  O.,  September  8,  1884. 

The  cast  iron  piles  used  for  substructure  for  the  three  span 
bridge  across  Mill  Creek  in  this  county  have  been  a great  saving 
in  cost  of  bridge,  and  have  so  far  proven  to  be  very  satisfactory. 

URIAH  CAHILL, 
LUTHER  LIGGETT, 
NATHAN  HOWARD, 
Commissioners  of  Union  Co. 
F.  J.  SAGER, 

County  Surveyor  and  Civil  Engineer. 

Office  Commissioner  of  Railroads  and  Telegraphs,  ) 
Columbus,  O.,  December  17,  1884.  ^ 

Gen.  Phineas  Pease,  Columbus , 0.: 

My  Dear  Sir  — In  compliance  with  your  request,  I went 
out,  when  last  in  Marysville,  to  see  a county  bridge  built  upon 
your  cast  iron  substructure. 

This  bridge  is  about  a half  mile  from  Marysville,  and  over 
Mill  Creek.  It  consists  of  three  spans,  the  intermediate  supports 
of  which  are  four  eighteen  foot  cast  iron  columns.  These  piles,  I 
understand,  are  driven  eight  feet  into  the  earth,  upon  which  are 
placed  timber  beams  that  support  the  bridge  structure. 

This  bridge  is  remarkably  solid  in  its  bearing.  The  people 
of  the  county,  as  well  as  the  County  Commissioners  and  County 
Engineers,  are  all  pleased  with  it.  To  me  it  seems  the  most 
economic  method  of  bridge  building,  since  the  substructure  will 
serve  to  bear  many  successive  superstructures,  and  is  in  the 


COLUMBUS,  O. 


beginning  a great  deal  cheaper  than  stone  masonry,  and  not  like 
it  liable  to  be  underwashed.  It  is  a strong,  durable,  and  cheap 
method  of  bridge  substructure. 

It  is  certainly  the  best  means  of  substructure  in  the  placing 
of  bridges  of  public  highways  over  railways. 

It  will,  I think,  be  found  to  be  the  cheapest  method  of 
building  overhead  street  bridges,  and  also,  in  my  judgment, 
I believe  it  will  be  found  of  great  economic  value  in  the  building 
of  docks  and  piers.  I am,  sir,  very  truly  yours, 

H.  SABINE, 

Commissioner  of  Railroads  and  Telegraphs. 

See  page  15. 


Bloomington.  III.,  June  25,  1883. 

Messrs.  Abbott  & Gray  : 

Having  been  invited  to  inspect  the  iron  piles  under  a bridge 
across  the  Sangamon,  near  Arrowsmith,  McLean  County,  I visited 
the  place  with  other  parties,  and  thoroughly  inspected  the  piles. 
The  superstructure  was  iron,  about  sixty  feet  in  length,  and  I 
found  the  bridge  as  solid  as  if  resting  on  stone  abutments.  ' Since 
then  I have  examined  other  bridges  where  this  pile  has  been  used, 
and  where  wooden  superstructures  have  been  adopted.  This  pile 
is  easily  driven  to  any  depth,  and  I consider  it  practically  inde- 
structible. They  may  be  used  for  any  and  all  kinds  of  superstruct- 
ures, and  I am  satisfied  that  you  gentlemen  have  not  considered 
all  the  possibilities  or  advantages  of  the  pile.  I am  satisfied 
that  in  all  ordinary  cases  the  iron  support  below  is  preferable  to 
the  support  from  above  as  in  iron  bridges  now  in  use.  And  as 
with  this  pile  the  two  can  be  combined,  it  becomes  evident  that 
there  is  additional  strength  and  durability. 

Respectfully  yours, 

IRA  MERCHANT, 

Civil  Engineer. 


The  Dale  Township  Commissioners  certify  to  the  great, 
satisfaction  their  Gray-Abbott  pile  bridge  affords  them,  and 
heartily  commend  the  pile  to  others.  This  bridge  rests  upon 
twelve  piles,  fifteen  feet  in  length. 


10 


THE  IRON  SUBSTRUCTURE  CO., 


Of  the  Dale  Bridge  the  Daily  Leader  says  : 

“Messrs.  Abbott  & Gray  have  just  completed  a bridge  in 
Dale  Township,  using  their  patent  iron  piling  for  the  substructure. 
It  was  estimated  that  it  would  cost  $1,700  to  build  stone  abut- 
ments for  this  bridge,  leaving  the  superstructure  still  to  be 
provided,  while  the  entire  cost  of  the  bridge  with  the  iron  piling 
was  a little  less  than  $1,100.  With  such  facts  existing  these 
gentlemen  cannot  have  much  difficulty  in  introducing  their  iron 
piling.” 


PILE  UNDER  BRIDGE  — PARTIAL  VIEW  OF  DALE  BRIDGE. 


Attention  is  now  directed  to  the  marked  difference  between  a 
wooden  bridge  upon  wooden  piles,  and  a wooden  bridge  upon  iron 
piles.  The  former,  as  ordinarily  put  up,  will  last  but  ten  years, 
meanwhile  undergoing  repairs.  The  reasons  for  the  short  life 
period  are  two-fold  : first,  the  decay  superinduced  by  the  use 
of  wooden  piles  in  damp  earth  and  in  the  water,  and  the  effect 
of  that  on  the  bridge ; and,  secondly,  the  careless  manner  in 
which  such  bridges  are  usually  erected,  As  the  wooden  piles  are 
of  such  short  duration,  the  commissioners  do  not  feel  justified  in 
placing  a good  bridge  upon  them.  But  when  it  comes  to  the 
construction  of  a wooden  bridge  upon  iron  piles,  that  is  quite 
another  matter.  Here  you  have  a permanent  support,  and  can 
afford  to  erect  a good  structure  and  protect  it  from  weather 
exposure.  A bridge  of  this  class  will  last  thirty  years , deck  or 


COLUMBUS,  O. 


1 1 

road  bed  excepted,  and  the  iron  supports  a hundred  years  or  more. 

Wooden  piles  and  stone  piers  are  subject  to  undermining  and 
washouts.  With  the  iron  pile  you  can  penetrate  to  a greater  depth 
than  with  a wooden  pile,  and  hence  secure  a surer  staying  place. 

To  lift  a wooden  bridge  from  a condition  in  which  it  lasts  only 
eight  or  ten  years  to  a condition  in  which  it  shall  last  twenty  or 
more  years  beyond  that  period  is  no  small  consideration.  Even 
if  the  first  cost  of  the  one  is  double  that  of  the  other,  if  it  lasts 
three  times  as  long,  you  have  saved  one  bridge  by  the  transaction, 
besides  having  the  iron  piling  left  to  receive  a new  bridge. 

The  Daily  Independent  of  June  15,  1883,  says  : “Yesterday  we 
had  occasion  to  examine  the  200-foot  bridge  just  completed  by  the 
Commissioner  of  Highways  of  Bloomington  Township  over  Sugar 
Creek  on  West  Washington  street,  and  as  it  was  the  first  oppor- 
tunity we  have  had  to  see  the  Gray-Abbott  iron  bridge  pile  in 
actual  use,  and  feeling  as  we  do  an  interest  in  Bloomington  in- 
ventions, we  must  say  that  we  had  no  adequate  idea  before  of  the 
great  benefit  the  inventors  have  given  the  public  in  the  way  of 
substructures  for  common  highway  bridges.  When  we  take  into 
consideration  the  large  number  of  bridges  that  have  to  be  main- 
tained in  the  State,  and  the  great  cost  of  the  old  system  of  founda- 
tions, any  invention  which  promises  durability,  strength  and 
cheapness  becomes  a very  important  matter,  not  only  to  bridge 
builders,  but  especially  to  the  general  tax-payers.  The  bridge 
over  Sugar  Creek  is  over  200  feet  in  length,  and  yet  its  cost,  when 
compared  with  a bridge  erected  upon  stone  pillars,  and  its  dura- 
bility, when  compared  to  wooden  piling,  render  it  exceedingly 
cheap.  Its  advantages  are  so  apparent  that  it  only  needs  an  ex- 
amination to  convince  anybody  that  as  a substructure  for  bridges 
this  new  invention  is  the  best  that  has  yet  been  placed  before  the 
public.  A number  of  practical  bridge  men  have  examined  this 
bridge,  and  all  unite  in  commending  it  as  the  very  thing  needed. 
Its  peculiar  advantages  are  strength,  durability,  cheapness,  and 
the  ease  with  which  the  foundation  is  placed.  It  does  away  en- 
tirely with  all  excavations,  leaves  water  courses  unobstructed,  and 
will  outlast  a half  dozen  wooden  pile  foundations.  Bridge  build- 
ers, Commissioners  of  Highways  and  all  tax-payers  who  are  inter- 
ested in  the  erection  and  maintenance  of  bridges  ought  to  give 
this  new  invention  practical  attention.” 


12 


THE  IRON  SUBSTRUCTURE  CO., 


/ 

BRIDGES. 

Attention  is  called  to  the  following  facts,  viz. : A bridge 
consists  of  three  parts ; first,  the  substructure  or  foundation 
part ; second,  the  suspension  or  deck  supporting  part ; and  third, 
the  deck  or  floor  itself.  These  several  parts  are  frequently  made 
of  different  materials.  Ordinarily,  what  is  known  as  an  iron 
bridge  has  a stone  foundation,  iron  suspension  and  wooden  deck. 
Others  again  have  all  parts  of  wood.  In  nearly  all  cases  the  deck 
or  floor  system  is  of  wood,  which  necessarily  wears  out  and  is 
subject  to  repair  and  renewal.  The  foundation  and  suspension 
parts  should  be  made  permanent  and  in  such  manner  as  will 
admit  of  repair  and  renewal  of  the  deck  without  disturbing  or 
endangering  either  of  the  former.  To  this  end  the  Iron  Pile  and 
Bridge  Company  have  perfected  plans  for  highway  bridges  which 
embody  an  independent  floor  system ; in  other  words,  we  build 
our  bridges  in  such  a manner  that  a part  or  the  entire  floor  sys- 
tem may  be  removed  for  purposes  of  renewal  or  repairs  without 
disturbing  or  endangering  the  other  parts  of  the  bridge. 

It  will  be  noticed  that  the  most  expensive  parts  of  the  bridge 
are  protected,  and  thus  rendered  secure  and  permanent. 

The  attention  of  railroad  companies  is  directed  to  the  char- 
acter of  the  gentlemen  who  have  freely  given  their  testimonials 
and  opinions  of  the  Cast  Iron  Pile  for  railway  purposes.  They 
have  left  but  little  to  be  said  to  the  intelligent  Engineer. 

For  docks,  the  cast  iron  pile,  by  reason  of  the  facility  with 
which  it  can  be  driven  and  its  permanent  character,  secure  from 
cutting  ice  and  the  ravages  of  marine  worms,  is  the  thing  par 
excellence. 


Office  Ohio  Central  Railroad  Co., 
Columbus,  0.,  October  5,  1883. 

To  whom  it  may  concern  : 

This  is  to  certify  that  I take  pleasure  in  stating  that  I have 
examined  the  specifications  of  the  Gray-Abbott  Patent  Cast  Iron 
Piling,  for  superstructure  for  bridges,  trestles  and  similar  pur- 
poses in  the  construction  of  railways  and  highways,  and  am  of 
the  opinion  that  it  is  a good  and  economical  substitute  for  stone 


WASHINGTON  STREET  BRIDGE,  BLOOMINGTON,  ILL. 


COLUMBUS,  O 


13 


14 


THK  IKON  SUBSTRUCTURE  CO., 


abutments,  and  piers  where  stone  cannot  be  conveniently  fur- 
nished, and  much  better  than  timber  trestle  and  piling. 

' S.  M.  SEYMOUR, 
Chief  Engineer  of  Construction. 

City  Engineer’s  Office,  ) 

r 

Columbus,  O..  November  10,  1883.  ) 

To  whom  it  may  concern  : 

Having  examined  the  specifications  of  the  Gray-Abbott  cast 
iron  pile  for  bridges,  and  without  personal  or  practical  test  of  the 
pile  for  the  purpose  designed,  am  of  the  opinion  that  it  will  prove 
to  be  a valuable  and  useful  invention  for  substructures  for  high- 
way bridges,  especially  in  locations  where  stone  of  a suitable 
quality  are  not  at  hand.  Respectfully, 

JOHN  GRAHAM, 

Chief  Engineer. 

Ohio  Central  It.  R.,  office  Chief  Eng’r,  ) 
Toledo,  0.,  December  10,  1883.  ) 

Gen.  P.  Prase , Columbus,  0., 

Dear  Sir  — I have  examined  the  circular  of  the  Gray-Abbott 
cast  iron  pile  and  am  very  much  pleased  with  it.  The  first  thing 
that  impresses  itself  on  my  mind  is  the  adaptability  of  carrying 
highways  over  railways.  These  crossings  are  always  a great  an- 
noyance, owing  to  the  unstability  of  the  foundations  as  they  are 
generally  built.  For  open  culverts  and  small  girder  bridges,  I am 
satisfied  they  are  the  thing,  and  can  be  used  during  construction, 
thus  making  the  permanent  structure  at  once  and  avoiding  the 
annoyance  caused  by  the  temporary  timber  culverts  by  their  ever 
changeful  and  varying  situation,  caused  by  the  rough  usage  to 
which  they  are  subject  by  construction  trains. 

Yours  respectfully. 

C.  BUXTON, 
Chief  Engineer. 

Dwight,  III.,  February  27,  1884. 

T.  E.  Harwood , Pres.  Iron  Pile  & Bridge  Co.,  Bloomington , III. 

Dear  Sir  — I have  examined  with  much  interest  your  plan 
for  highway  bridges,  and  have  no  doubt  of  its  value  as  a means 
of  actual  economy,  of  course,  mainly  found  in  the  durability  and 
capability  of  iron  compared  with  wood  and  any  but  first  quality 
of  stone.  Your  plan  will  be  economical  in  the  greater  part  of  the 


COLUMBUS 


O 


15 


16 


THE  IRON  SUBSTRUCTURE  CO., 


State  and  wherever  the  same  scarcity  of  stone  exists  of  a suitable 
character  for  constructing  enduring  abutments,  piers  and  founda- 
tions. Very  respectfully  yours, 

RICHARD  P.  MORGAN,  Jr., 
Civil  Engineer  and  Railway  Expert. 

Columbus,  O.,  January  10,  1884. 
We,  the  undersigned  Surveyors  and  Engineers,  having  exam- 
ined the  Gray-Abbott  cast  iron  pile,  designed  for  substructures, 
approve  and  commend  the  same  as  a desirable  substitute  for  ma- 
sonry and  wood  piling  for  country  bridges,  its  principal  advan- 
tages being  durability,  cheapness,  and  the  ease  with  which  it  is 
erected. 

B.  F.  Bowen,  Coi..  G.  S.  Innis,  John  Graham, Columbus,  Franklin  County, 0. 
T.  J.  Sauer,  Marysville,  Union  County,  O. 

John  Harvey,  Wilmington,  Clinton  County,  O. 

B.  J.  Ashley,  Mt.  Gilead,  Morris  County,  0. 

L.  B.  Wisnard,  Norwalk,  Huron  County,  O. 

Geo.  A.  Latimer,  Medina,  Medina  County,  O. 

S.  M.  Seymour,  Kng’r  Construction  Ohio  Central. 

W.  H.  Jenninos,  Kng’r  C.  H.  V.  & T.  R.  It.,  H.  V.  Div.,  Columbus,  0. 

F.  B.  Sheldon,  “ “ “ “ “ Toledo  Div.,  “ “ 

Phil.  D.  Fisher,  Chief  Eng’rCol.  & Cent’l  Midland, 

Frank  J.  Aid,  “ “ Col.  & Eastern,  “ “ 

Highway  Commissioners,  county  and  city  officers,  tax-payers 
and  bridge  contractors  are  invited  to  correspond  with  us.  We 
shall  be  pleased  at  all  times  to  quote  prices,  whether  there  is  any 
intention  of  building  a bridge  or  not,  so  that  they  may  intelli- 
gently compare  the  cost  of  the  different  constructions.  To  enable 
us  to  make  an  intelligent  estimate  we  need  information  upon  the 
following  points  : 

Number  of  spans  and  length  of  each  span. 

Width  of  roadway. 

Height  of  road-bed  above  the  bottom  of  stream. 

Length  of  pile  required. 

Kind  of  lumber  to  be  used  and  its  probable  cost  at  the  bridge 

site. 

Name  of  nearest  railroad  station  ; also,  strength  of  bridge  re- 
quired, if  any  particular  strength  has  been  determined  upon ; or 
whether  the  bridge  is  situated  upon  a country  road,  a well-bal- 
lasted turnpike,  or  located  in  a city  or  village,  or  subject  to  heavy 
loads. 


TRESTLE. 


VIEW  OF  BRIDGE  WITH  ENTIRE  FLOOR  SYSTEM  TAKEN  OUT. 


